Territory



(No Model.)

4 Sheets-Sheet 2. J. S. LAPISH.

AIR BRAKE.

No. 399,420. Patented Mar. 12, 1889.

WITNES$ES1 I INVENTORI ATTORNEYS.

(No Model.) 4 Sheets- Sheet 3.

J. S. LAPISH.

AIR BRAKE.

No. 399,420. Patented Mar. 12, 1889.

ATTORNEYS.

RS. PhnlmLllhegmpher. Washington. D. c,

' (No Model.) I 4 Sheets-Sheet 4. J.- S. LAPISH.

AIR BRAKE. No. 399,420. Patented Mar. 12, 1889.

i I -fi 1/ l Li li ?3 P "g'i' 1 a 6 a P! P I I I 6 Jy/J 5 /3 t k )3INVENTOH:

WITNESSES:

' ling.

llnrrnn rarns aren't rrrcE.

JOSEPH S. LAPlSll, OF AMERICAN FORK, UTAH TERRITORY.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 399,420, dated March12, 1889.

Application filed August 4, 1888.

To all 107M712 it may concern:

Be it known that I, J osErH SETTLE LAPISH, of Ameri ran Fork, in thecounty of ltah and 'Jlerritor of Ftah, have invented a new and ImprovedAir-Brake, of which the following is a full, clear, and exact descri)t-ion.

The invention consists in certain improvements, which will behereinafter pointed out.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is any inverted plan view of the improvement as applied to thecar. Fig. 2 is a transverse sectional elevation of the same on thelinens .c of Fig. 1. Fig. 3 is an inverted plan view of the coupling asapplied between two cars. Fig. lis a sectional side elevation of thesame on the line g y of Fig. Fig. 5 is an enlarged side elevation of thevalvechest. Fig. (i is aplan view of the same with the top coverremoved. Fig. 7 is a sectional. side elevation of the same on line ofFig. 0. Fig. 8 is a similar view of the same 011 the line w of liig. (i.Fig. 9 is a sectional side elevation of the same on the line H" 21' ofFig. 6. Fig. 10 is a transverse section of the same on the line 21 u ofFig. (i. Fig. 11 is an enlarged plan view of the coupling, showingone-half in section. Fig. 12 is a transverse section of the same on theline 1- 1' of Fig. 11. Fig. 13 is a face view of one-half of the coup-Fig. 14: is a sectional end elevation of the same on the line if r ofFig. 13. Fig. 15 is a sectional side elevation of oneof the valves inthe said coupling. Fig. 1G is an inverted sectional plan view of thesame on the lines .9 of Fig. 16, and Fig. 17 is a sectional plan view ofthe same on the line 8 s of Fig. 15.

On the bottom of each carA are held transversely the two pipes 13 and(l, of which. the pipe B is the air-supply pipe, and the other pipe, (1,is the operating-pipe for actuating the brake meclminism. Both pipes l3and C are connected, in the usual manner, with the main reservoir on thelocomotivcy and both pipes are under the control of the engineer by asuitable cnginee1"s valve. From the pipes B and (3 lead the branch pipes13 and (1, respectively, to a valve-chest, l), secured at one end oi theauxiliary air-reservoirE,

Serial No. 282,007. (No modelfi held on thebottom ot the car, andsupporting at one end the brake-cyliinler F, in which operates, in theusual manner, the piston F, connected by its piston-rod with the lever Gof the brake mechanism, of any approved construction.

The brake-cylinder F is divided from the auxiliary air-reservoir E by atransverse partition, E',hcld at the end of the said reservoir E, as isplainly shown in Fig. 9. The val ve-chest I) is provided with a topcover, D and with a bottom. cover, 1) The branch pipe 13 from theair-supply pipe B connects in the valve-chest with an aperture, (1,which leads to a check-valve, lI, held to slide in a chamber, ll, formedin the valve-chest D, and connected by a channel, a, with the interiorof the auxiliary air reservoir E. \Vhen the engineer desires to chargethe auxiliary air-reservoir E, he lets air from the main reservoir passinto the air-supply pipe 13, from which air passes through the branchpipe B into the aperture a and against the under side of the check-valvell, so that the latter is lifted and the air can pass through thechannel a into the reservoir E,in which the air is stored.

The operating-pipe G is connected by its branch pipe C with an opening,b, formed in the valve-chest- .l'). The opening I) leads to a verticalchannel, I), which connects at its upper end by the channel IF with acylindrical chamber, 1, in which is held to slide vertically a piston,I, carrying on its under side a stem, 1*, adapted to be seated on top ofan opening, (7, leading into a channel, 1?", extending horizontally inthe valve-chest l) and lead ing at one end into a chamber, .l, connectedwith the cylindrical chamber F, in which operates a piston, J, connectedby a fluted stem, J with a piston, K, held to slide vertically in achamber, K, formed in the said valvechest 1).

The stem .Fpasses through the chamber J and through an opening, 6,between the chambers J and K. The lower end of the vertical channel 1/leads into a groove, 1), formed in the bottom cover, D of thevalve-chest D. The groove Zfleads into the cylindrical cham ber J at theunder side of the piston .l. The inner end of the horizontal channel 1'connects with a pipe, L, extending through the auxiliary reservoir E,and opening at the inner end of the brake-cylinder F by passing throughthe partition E of the auxiliary reservoir E, as is plainly shown inFig. 9. The valve-stem I f the valve I passes through a transverse slot,0, formed in the valve-chest D, and leading to the outside at each end.The opening d, connected With the horizontal channel d, also connectswith the said transverse slot 0 whenever the valve I is lifted. Theupper end of the chamber H is connected by an opening, f, with thechamber K ,as is plainly shown in Fig. 6.

In order to actuate the brakes, the engineer permits air to pass throughthe operating-pipe G into the branch pipe 0, and from the lat ter theair passes through the opening 1') into the vertical channel I). The airpasses from the upper end of the latter, by means of the channel b intothe chamber 1, acting on top of the piston I, so that the latter ispressed downward and the lower end of its valve-stem I closes theopening (I. Part of the air then passes from the lower end of thechannel (1' through the groove b into the chamber J 2 and against theunder side of the piston J, which is thus forced upward, so that thevalve K is unseated, and air from the auxiliary reservoir E can passthrough the channel C0, the chamber H, and the channel f into the saidchamber K and through the opening 6 into the chamber J, the fluted stemJ permitting such movement of air from the chamber K to the chamber J.The air then passes from the latter through the horizontal channel (1into the pipe L, which leads into the brakecylinder F, so that thepiston F is forced outward, actuating the brake mechanism, and thusapplying the brakes. In order to release the brakes, air is releasedfrom the operating-pipe C, so that the valve I is raised by the pressureof air in the brake-cylinder F, the pipe L, and the channel cl, and theair from the brake-cylinder can escape through the said pipe L, thechannel d, and the openin g cl into the transverse slot 0 and into theopen air, thus releasing the brake mechanism and the brakes.

The auxiliary air-reservoirE is provided on top with a check-valve, N,establishing connection between the auxiliary reservoir E and the pipeN, leading to a second auxiliary reservoir, 0, secured to the under sideof the car A, as is plainly shown in Figs. 1 and 2. The pipe N isconnected by a pipe, N with the operating-pipe O, and in the said pipeN3 is held a valve, N carrying 011 its stem a'lever, N pivotallyconnected at one end with a rod, N leading to one end of the car A, andlikewise connected at its other end with a rod, N, leading to the otherend of the said car A. Thus when the lever N is turned the valve N isshifted, and so connects the pipe N with the operating-pipe C, ordisconnects it from the same.

The ends of the pipes B and C at each end of the car A are connected byflexible tubes B and C respectively, with a coupling, P, connecting bysimilar flexible tubes, B and G with the ends of the pipes B and C onthe next following car. (See Figs. 3 and 4.)

The coupling P may be of any approved construction,but so arranged as totransmit the air in the pipe B on one car to the pipe B on the othercar, and in a similar manner to transmit the air to the pipe C on onecar to the pipe C on the other car. The construction of the couplingshown in Fig. 2 consists of two parts, P and P each of which is providedwith the channels P and P respectively,connecting with the flexibletubes B and C of the pipes B and 0. Each of the channels P and P leadsto a valve, Q or B, respectively held in the respective part P or P ofthe coupling P, and pressed inward by a suitable spring, Q or R,SO thatthe two valves Q in the coupling abut against each other, as shown inFig. 12, and the valves R press against each other, s 18 plainly shownin the same figures, and in a similar manner. The valves Q and R are soarranged that if the coupling breaks from any cause the spring Q or Rforces the respective valve R or Q outward, so as to seat the same onits seat in the part P or P, whereby the channel P or P is closed.

On each of the parts P or P is secured a hook, S, engaging a slide, T,mounted to move longitudinally in suitable guideways secured on theoutside of the respective parts P or P. The outer end of each slide T ispivotally connected with the end of the rod N or N, previously inentionedthat is, the rod N" at one end of the car A connects by therespective slide T with the hook S of the part P or P supported on thenext following car, so that when the coupling P breaks the respectivepart exerts a pull on the rod N so as to turn the lever N", operatingthe valve N, which opens the connection between the pipe N and theoperating-pipe 0, thus admitting air from the second auxiliary reservoir0 to the operating-pipe O, and the latter, in the manner abovedescribed, operates the brake mechanism of the respective car. Thus itwill be seen that when a train breaks apart the air from the secondauxiliary reservoir 0 fills the operating-pipe C, which is shut off fromthe main reservoir by the respective valve B being forced outward by itsspring R by the breaking of the coupling P. As soon as the train breaksapart and the coupling P is broken the brake mechanism of the cars isactuated, as the said operating-pipe C is charged with air from thesecond auxiliary reservoir 0, in the manner above described-- that is,the air from the auxiliary reservoir 0 passes through the pipe N, thepipe N and the valve N into the operating-pipe C, and from the latter bythe branch pipe 0 into the valve-chest D, from which it passes into thebrake-cylinder F, as above described, in order to actuate the brakemechanism G.

liavingthus described. myinvention,whatl claim as new, and desire tosecure by Letters Patent, is-

1. In an air-brake, an o )erating-pipe and an air-supply pipe, bothconnected with the main reservoir and under the control of the engineer,in combination with a valve-chest connected by branch pipes with thesaid airthe car and adapted'to operate the said valve, substantially asshown and described.

2. In a car-brake, the combination, with two auxiliary reservoirslocated on each car and connected by apipe, of an operating-pipeconnected with the said auxiliary reservoirs, a valve located in theconnection between the said operating-pipe and the said auxiliaryreservoirs, and a coupling located between two adjoining cars andprovided with two parts, of which one is connected by a rod with thesaid valve, to actuate the same in case of the breakin g apart of thetwo cars, substantially as shown and described.

JOSEPH S. LAPISII. lVitnesses:

Jacon E. J ENSAN, E. A, IInNnIoD.

